2021 KTM 890 Adventure R Launch Review

Most modern adventure bikes are designed with off-road capability, but the all-new 2021 KTM 890 Adventure R completely rewrites the rulebook. If ever there is one bike to blur the lines between adventure and off-road, this is it.

It’s no surprise that KTM has injected a healthy dose of off-road performance into its middleweight adventure machine – it’s in the company’s DNA, after all – but the 2021 KTM 890 Adventure R might just be the closest thing to a dirt bike that a true adventure bike will ever get.

Still don’t think a 196kg parallel-twin adventure bike can have that much off-road capability? Well, the fact that KTM Australia’s media launch took place mainly on dirt, in a wide variety of challenging off-road conditions, is possibly a testament to the Austrian marque’s intentions. It ain’t no secret – the KTM 890 Adventure R isn’t an adventure bike with off-road capability, it’s a dirt bike with adventure capability.

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The 2021 KTM 890 Adventure R is the direct successor to the KTM 790 Adventure R – the bike that won the 2019 bikesales Bike of the Year award. The 790 was lauded for its exceptional off-road chops and it’s very decent tarmac performance.

They say you shouldn’t mess with a good thing, but KTM has never been a stickler for the rules. Instead, they messed with a good thing, and made it even better. The 890 isn’t a drastically different bike to the 790, but it is a whole lot more refined, and takes the class-leading dual-sport capability to a whole new level.

The biggest change is in the engine, which ups the capacity from 799cc to 889cc. The leap in power and torque is significant, with gains of 10hp and 11Nm respectively. KTM also says the upgraded donk has 20% more rotating mass which helps with stability at constant speeds or low and mid-throttle use. Elsewhere, the engine now also features an engine knock sensor (for low-quality fuel) and a new Power Assist Slipper Clutch (PASC).

Electronically, the KTM 890 Adventure R utilises a 6D sensor and features improved ABS and traction control, with more functionality and a wider choice of settings. The bike now also includes a cruise control switch as standard, although cruise control itself is an optional extra.

The chassis has been upgraded with lighter steel profiles of the trellis structure, a steering stem and triple clamp re-forged from high-strength aluminium, improved brakes, and new anodized wheels. The WP Xplor fork and shock have been reworked too, and offer even more suspension travel than the 790, with 240mm front and rear.

As a side note, the 2021 KTM 890 Adventure R is joined by the standard 890 Adventure and the Dakar-inspired 890 Adventure R Rally. The standard model adopts a slightly more tarmac-friendly package with less suspension travel and a taller windshield, while the Rally model offers beefed-up pro-spec suspension and a bunch of extra parts and functions as standard.

The KTM 890 Adventure R sure looks good on paper, but is it really that much better than its predecessor? How do you improve on a bike that was largely faultless in its intended application?

To find out, I jumped on a plane for the first time in 12 months and headed for KTM’s headquarters on the outskirts of Sydney. The crew had organised a three-day ride in the Blue Mountains which featured a mix of gravel roads, fire roads, 4WD tracks, and winding tarmac. At first, I wasn’t sure how far off the beaten path we would be going, but by the end of the ride it was clear that KTM has nothing to hide – the brand has full faith in the 890 Adventure R’s off-road capability.

Before I continue, I should note that our test units were not entirely standard. Firstly, the bikes were fitted with more-aggressive Motoz tyres than the standard Metzeler Karoo 3 hoops. KTM also included the optional ‘Tech Pack’, which features motor slip regulation, cruise control, a quick shifter and Rally mode (more on that later). The Tech Pack adds about $1200 to the total price, but the individual functions can also be purchased separately (albeit, at a less cost-effective rate).

Of course, these fitted options add to the bikes capability, but the 890 Adventure R is already an impressive package on its own. And it starts with the mind-blowing suspension set-up.

I was confident that the WP Xplor suspension on the 890 Adventure R would be good for a 196kg dual-sport machine, but I don’t think I was prepared what I actually experienced. The setup is very similar to that of the EXC enduro range, and it shows. I’m just going to say it – the 890 Adventure R rides better than many enduro bikes. And scarily, that is not an exaggeration.

As soon as we hit the dirt, the 890 Adventure R’s capability was obvious. It handled every pothole, every rut, every broken tree branch with absolute ease. Both the fork and the shock contribute to a balanced and incredibly stable ride – the 890 Adventure R is rarely thrown from its course.

You can send the bike off erosion mounds, plough through puddles and creek crossings, and climb and descend snotty hills – you rarely come close to finding the bike’s limits. I say that it is better than many enduro bikes, because where enduro bikes can feel like a bucking bull, the 890 Adventure R glides across rough terrain without breaking a sweat thanks to its perfect compression and rebound settings. Even as a heavier-than-average rider, I felt no desire to play with settings or make adjustments.

Of course, the trade-off is that the suspension can feel a little too firm on the road. And it is also important to remember that the 890 is still a big, heavy machine – if you think you’re going to tackle Erzberg-like terrain, then I hope you can ride like Chris Birch. Additionally, while the bike feels super stable on rough terrain, a crash on a bike this big is usually going to have bigger consequences than it would on a 105kg enduro bike. Best you keep that in mind when hammering along a 4WD track.

The 890 Adventure R does an incredible job of inspiring confidence. It almost teases you to ride faster and faster until you realise you are riding beyond the level an adventure bike should be capable of. On paper, there doesn’t appear to be too many changes between the suspension in the 790 R and the 890 R, but nearly every journo agreed that there is a notable improvement in the newer machine.

Electronically, there aren’t too many significant changes from the previous generation, but KTM has refined the functions to offer even more versatility. As well as settings for ABS and traction control, there are three standard ride modes – Rain, Road, Off-Road – and all are accessed via the intuitive and easy-to-understand menu system and TFT screen. Each setting does its job to a tee and allows you ride both on road and off-road with supreme confidence.

Previously, the bike's settings would reset when you turned the ignition off. Not anymore! The 890 maintains its settings, so when you turn the bike back on, you won't have to make the changes again. It's a small, but important detail that proves KTM listens to its customers.

As mentioned above, our test unit was fitted with the optional Rally Mode. This mode adds extra functionality that gives you even more control over the machine. Choosing Rally mode unlocks another menu which allows you to change the throttle response between Street, Off-Road and Rally. Off-Road mode offers a softer map for technical terrain, while Street is designed for tarmac use. Rally mode is the most aggressive with a race-like feel. Personally, I opted for Street mode most of the time (even off-road) as it struck a great balance between the Rally aggression and the Off-Road ride-ability.

The other key feature of Rally Mode is extra traction control adjustability. Rally Mode allows you to scroll between 10 (most intrusive) and 1 (least intrusive) on the fly. Funnily, most off-road riders believe traction control on a dirt bike is counterintuitive. For that reason, I started the ride on setting 1. Being a big bike, however, it was prone to sliding a lot – often uncontrollably. I bumped up the TC to 4 or 5 and it gave me loads more control at the back wheel, while never feeling intrusive. It always kept the bike on its line, and still allowed me to ride in an aggressive off-road style.

So, do you really need Rally Mode? Well, not exactly, but it is a very nice addition. At first, I figured only off-road riders would benefit from it, but the Rally throttle response setting gives the bike more sporting prowess on the tarmac too, so road-orientated riders will also love it. The Rally option is definitely worth it, but we recommend you get it with the Tech Pack, as it offers much better value.

In the engine department, the added torque and horsepower is very welcome. The 889cc donk is a great powerplant with a classic KTM feel. I’ve always found KTM engines to feel characteristically very mechanical, but for a dirt-orientated machine, it suits perfectly. There is torque in spades and the bike is quick to get up and boogie when you need it to.

On the dirt, the power is usable, tractable and a whole lot of fun. One minute, you could be tractoring up a rocky hill, and the next you can roll the throttle on and slide the back wheel through a sandy corner. The 890 Adventure R is versatile and an absolute hoot.

Of course, it is easy to forget that this is actually a dual-sport machine, but it goes very well on the road too. While I have no doubt there are adventure bikes with better road-going performance, the 890 Adventure R is still a bullet on the tarmac. In addition to the torquey engine, the 890 Adventure R handles with supreme precision and agility. It tips in and out with ease, and never feels like a handful.

On longer tarmac hauls, the standard tyres would be welcome, as would a bigger windshield. The windshield on the R is actually adjustable, but you’ll need tools to make the change. You can also get a taller windshield as an option. Overall though, the bike was very comfortable on the road.

The ergonomics of the 890 Adventure R are great, and give a good balance between standing and sitting. The weight is kept low on the bike, which helps with handling, and the tank allows you to lock your legs in behind it. My only issue was that I felt like I was reaching down a long way when standing. Shorter riders will have no issues, and taller riders could simply add some bar risers.

My only other gripe with the 890 Adventure R is that I found the quick shifter to be a little clunky. This could possibly be due to the lack of mileage on the bike, but I often hit false neutral, which proved to be a nuisance when standing up on the trails. Using the clutch presented no issues, however.

The adventure bike scene is going through a phase where off-road capability is essential – especially in the middleweight category. Manufacturers are working hard to make their machines as extreme as possible. We saw it with the 790 Adventure R, and we saw it with the Yamaha Tenere 700. Triumph had a good crack with the Tiger 900 Rally, and the BMW F 850 GS Adventure is another great option. But let’s just get it out there – the 890 Adventure R is most off-road friendly machine in its class. Nothing else really comes close.

You could pass the 890 Adventure R off as a large-capacity dirt bike – it handles, rides and acts like a heavy-duty enduro machine. Sure, it comes with all the creature comforts, and features a twin-cylinder engine, but it handles off-road terrain with absolute ease. I’m sure there are limits, but on our three-day ride, we didn’t find them – and, as a bunch of mostly dirt bike journos, we certainly weren’t holding back.

Make no mistake though, the 890 Adventure R isn’t only a dirt bike, it is a true go-anywhere adventure motorcycle that is comfortable, capable, and enjoyable. It works very well on the road, and even better on the dirt – exactly as an adventure bike should.

I would have one of these machines in my shed tomorrow, but the $24,470 ride away price tag offers a small dose of reality. Is it priced according to what it offers? Definitely. But it is still a lot of money for a bike that is most likely going to be used in harsh environments. But don’t let the price be a deal breaker because, while there might be cheaper machines in the class, there aren't many that are this capable and well-equipped.

Adventure is an art for KTM, and the new 890 Adventure R might just be its masterpiece.

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel twin
Capacity: 889cc
Bore x stroke: 90.7mm x 68.8mm
Engine management: Electronic fuel injection with 46mm DKK Dell’Orto throttle body

PERFORMANCE
Claimed maximum power: 105hp (71kW) at 8000rpm
Claimed maximum torque: 100Nm at 6500rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: PASC Slipper

CHASSIS AND RUNNING GEAR
Frame: Chromium-Molybdenum steel trellis frame, powder coated
Front suspension: WP 48mm Xplor upside-down fork, fully adjustable, 240mm travel
Rear suspension: WP PDS Xplor monoshock, fully adjustable, 240mm travel
Front brakes: 320mm discs with Brembo four-piston radial calipers, ABS
Rear brake: 260mm disc with Brembo twin-piston caliper, ABS
Tyres: Metzeler Karoo 3 – front 90/90-21, rear 150/70-18 (not as tested)

DIMENSIONS AND CAPACITIES
Claimed dry weight: 196kg
Seat height: 880mm
Wheelbase: 1528mm
Ground clearance: 263mm
Fuel capacity: 20 litres
Claimed fuel consumption: 4.5lt/100km

OTHER STUFF
Price: $24,470 ride away
Test bike supplied by: KTM Australia
Warranty: 24 months, unlimited kilometres